Examiners realise that no person can drive 100% perfect. Therefore, providing that not too many faults are apparent in points one - twelve a pass is fairly certain.

THE TEST REQUIREMENTS THINGS YOU MUST KNOW FOR THE TEST

REVERSING EXERCISE

The first exercise of the test, the examiner will give you full instructions; simply do what we have shown you.

ON THE ROAD

This part of the test will be driving. You will be directed out of the test station and told to follow the road ahead at all times in accordance with the Highway Code unless instructed to do otherwise.

Once out of the test centre you will be tested on all types of roads and traffic densities. You will pass only if the examiner is satisfied that you can handle your vehicle safely and competently in both town and country conditions. That you show courtesy and consideration for other road users no matter what the situation, you show that you are in complete control of your vehicle whatever the weather or road condition. While on the road the examiner will ask you perform various exercises including stopping at the roadside and moving off again and you will be asked to pull up on the left 7 times in order to assess your ability to stop the vehicle safely under normal driving conditions and assess your ability to move off correctly.

STOPPING PROCEDURE

When the instruction to pull up on the left at a convenient place is given.

A. Observe and assess the situation ahead and select a safe parking position for your vehicle.

B. Observe the situation behind through your mirrors and act accordingly in relation to what you see in them.

C. Give correct signal clearly and in good time.

D. Slow your vehicle down gradually in a safe and convenient manner and not stop your vehicle abruptly or exceed the slowing down process over an excessive distance.

E. Bring your vehicle to rest close to and parallel to the kerb in a safe legal and convenient position. Once the vehicle has been stopped you should put the hand brake on and put the gear into neutral and cancel the signal.

MOVING OFF

In order to demonstrate the correct way of moving off the examiner will expect you to.

A. Look in both mirrors and react sensible to what you see in them.

B. Select the correct gear for moving off according to the gradient.

C. Give the correct signal in good time. Physically look all round checking the mirror and blind spot. Moving off only when it is safe to do so and under no circumstances should you move off if by doing so you cause other road users to take evasive action.

UPHILL / ON THE LEVEL

Moving off on an uphill gradient demands smooth co-ordination in the use of the accelerator, clutch and hand brake and it is very important in getting a hgv on the move. You must avoid excessive engine revs or clutch slipping and under no circumstances must the vehicle be allowed to move back.

MOVING OFF DOWN HILL

A. Mirrors as previously described

B. Select the correct gear.

C. Apply the foot brake.

D. Realease the hand brake.

E. Signal as previously described.

F. Look all round as previously described.

G. Realease the foot brake allowing the vehicle to roll forward and at the same time bring the clutch into play taking up the drive.

H. Moving off only when it is safe to do so.

PRIMARY FAILURE POINTS

A. Act correctly at road junctions

B. Make proper use of the gears.

C. Make proper use of the mirrors. Act correctly at road junctions involves three stages.

A. The approach to them.

B. The negotiation of them.

C. The departure from them. Each stage posses its own individual failure points and will be scrutinized closely by the examiner.

The Approach

When approaching any type of road junction including cross roads and roundabouts, driving examiners will observe that.

A.. The mirrors are use properly and that the candidates act responsibly to what they see in them.

B. Signals are used (if required) and that they are given correctly, clearly and in good time.

C. The vehicle is (if necessary) manoevred safely into the correct position. Once the position has been attained, the driving examiners will judge the candidates ability to regulate the speed of the vehicle and, at the same time, asses the use of the brakes and gears as the final stage of the approach is completed. ( It is this part of the approach which proves the most difficult and where a large number of candidates have problems.)

The Negotiation

Negotiating road junctions involves a particular sequence of events which in the main will include:

A. Proper observation before emerging turning, including the use of the nearside mirrors when about to turn left. Particular attention should be paid to the nearside mirrors when about to negotiate round abouts, and care should be taken to ensure that the cut in or the large HGV does not endanger other road users.

B. Emerging or turning safely with due regard for approaching traffic, not forgetting that a HGV is generally slower moving and larger than most other vehicles and this must be taken into account.

C. Correct positioning of the vehicle throughout the negotiation. Depending on the size of the vehicle, examiners will allow some degree of tolerance in positioning, but care must be taken not to endanger or inconvenience any other road users.

D. Proper use of mirrors and all round observation.

E. Securing the correct road position for the vehicle when the negotiation / turn has been completed. Changing gear on the turn is accepted, providing that it is done when the steering wheel is held firmly on course. Do not change gear and turn the wheel at the same time, and avoid crossing your hands on the wheel.

The Departure

The ingredients of a good departure from any road junction will include:

A. A straight pre-planned course

B. Sound acceleration in accordance with road and traffic conditions.

C. Proper use of the gears, each gear to be fully used before changing into the next higher gear.

D. Constant use of mirrors throughout the departure.

E. A watchful eye all round including the speedometer and rev counter.

OTHER MAJOR FAILURE POINTS

A. 'Exercise proper care in the use of speed' this simply means that he candidate drives too fast, either by braking the legal speed limit or more often than not, by driving through low speed situations much too fast.

B. 'Make normal progress to suit varying road and traffic conditions': this implies that the candidate drove too slowly throughout the whole of the test, but this not always the case. It can include situations such as the candidate stopping unnecessarily at road junctions or roundabouts, failing to recognise and take advantage of a safe gap in traffic in order to emerge, or failing to take advantage of the opportunity to accelerate away from a hazard (as described in the discussion of the departure).

C. 'Make proper use of gears' (other than at road junctions) this usually means that the driver has changed up a gear too early when the vehicle has not reach the correct speed for the next higher gear,changed up a gear too late when the vehicles speed and road conditions are right for the next higher gear but the driver does not change up,selected the wrong gears e.g. by changing gear form 2nd to 3rd, missing 3rd and accidently selecting another gear (not to be confused with block changing).

D. 'Make proper use of mirrors' (other than at road junctions): this is of the utmost importance and must be used often throughout the whole test. There is a right way and a wrong way of using mirrors and the driving examiner will observe if the candidate is using them correctly, e.g. using the right mirror at the right time. When you are about to drive round a right bend you should check the offside mirror as you do so as this will afford a far superior view of the road behind than the nearside mirror would. Likewise, when you are about to drive round a left hand bend you should use the nearside mirror as this will not only afford a better view of the road behind but will also allow you to see where the end of your vehicle is in relation to the kerb. This is particularly important in the case of articulated vehicles.Obviously mirrors should be used before any change of direction no matter how slight and before signaling , moving off or stopping.

When negotiating a left turn at a road junction , you must look in the nearside mirror to check the back wheels of your vehicle in relation to the kerb, to ensure all is well behind and that there are no cyclists or pedestrians.

When you are about to overtake a parked vehicle, you should look in the offside mirror first to ensure it is safe to move out (do not forget to signal if it is necessary) and then check the nearside mirror when you have passed the parked vehicle before returning to the nearside. There are many examples of how to use mirrors correctly but these can be summed up as:

Use mirrors often and react sensible to what you see in them.

Use the correct mirror at the right time to make the best of them.

POULAR MISCONCEPTIONS

There are many misconceptions about the HGV driving test and it is the intension of this section to clarify some of

these by answering some of the many questions asked by those who are about to take the driving test, the principal

object being to give the candidate a better understanding of the driving test and the examiners aims.

Q. What are driving examiners looking for?

A. A safe and progressive drive with all the rules of the road adhered to.

Q. Do you have to be a good driver to pass?

A. No, but have to be a safe driver and be sure of what you are doing. Good driving comes with experience.

Q. Will the examiner try to catch me out by asking me to turn into a road marked 'No Entry' etc.?

A. Absolutely not. Driving examiners are responsible people who will most certainly not try to catch out or trick a candidate during a test. On the contrary, the reverse is true and driving examiners can be very helpful.

Q. Can a driver take a shunt when doing the reverse exercise?

A. A driver can take 2 shunts in order to complete the exercise but he must be mindful of the fact that a properly prepared driver will complete the exercise without shunting.

Q. Would a driver fail the test for taking say one shunt when reversing?

A. Shunting is considered a minor fault and on its own will not fail a test but if in the opinion of the examiner the driver can not reverse his vehicle safely then even a single shunt would result in failure.

Q. If I knock a cone down or run over on during the reversing exercise will I fail?

A. Knocking down or running over cones on a maneuvering area is a serious fail and driving examiners could fail the candidate for such a fault - remember it is far better to take a shunt to avoid a cone than to knock one over.

Q. Would you explain the reason for having two examiners present during the test?

A. Occasionally it will be necessary for a second examiner to be present during a driving test. This is usually a senior examiner acting as an onlooker. The reason for his presence is to ensure that test procedures and standards are being maintained. He has no influence over the test and will make himself as inconspicuous as possible.

Q. Can you cross your hands on the steering wheel?

A. The candidates should try and avoid this as driving examiners prefer the traditional push and pull method.

Q. If I stall the engine will I fail?

A. A single stall during the normal driving is a minor fault and will not constitute a failure although a stall during the braking exercise is considered to be a serious fault and will probably contribute towards a failure.

Q. How much warning will the examiner give regarding turnings?

A. All instructions regarding turnings, manoevres and other exercises will be given clearly and in plenty of time.

Q. If I make a mess of my reverse, can I ask to do it again?

A. Yes, you can ask but the examiners answer will probably be - 'That will not be necessary'.

Q. Is it true that examiners have to fail so many every day?

A. Absolutely not - driving examiners will pass every candidate who proves himself to be a safe a and competent driver.

Q. Can you do a gear change when on the turn?

A. Yes, providing the steering is set on course for the turn, but DO NOT attempt to change gear and turn the wheel at the same time.

Q. If you make a serious mistake at the beginning of the test (serious enough to fail), will the examiner fail you there and then and not continue with the rest of the test or will he complete the full test?

A. The candidate has paid for the full test and under normal circumstance will be given a FULL test. Only under exceptional circumstances where the candidate has demonstrated that his standard of driving is such that it has become a danger to other road users will the examiner cut short the test.

Q. What will happen if the vehicle breaks down whilst on the test?

A. The test will be terminated, test fee forfeited and the candidate will have to re apply for another test.

Q. Do you have to pull up within a certain distance when doing the breaking exercise?

A. Yes - the stopping distance will depend on the speed of the vehicle, the weight of the vehicle and the condition of the road at the time. A table of stopping distances for both motor cars and HGVs is shown in the highway code.

Q. Which gear should be used when moving off?

A. The correct gear i.e. lower gear when moving off from an uphill gradient; a higher gear when moving off from a downhill gradient.

Q. Do you have to put the hand brake on every time you stop?

A. No, a driver will be expected to use the hand brake correctly whenever it is necessary.

ROUNDABOUTS

When approaching a roundabout, watch for traffic already on it. Take special care to look out for cyclicts or motorcyclists ahead or to the side. Give way to traffic on your right unless road markings indicate otherwise; but keep moving if the way is clear. At some junctions there may be more than one roundabout. At each, apply the normal rules for roundabouts. Keep special lookout for the “give way” lines.

Where there are two lanes at the entrance to a around about , unless signs or road markings indicate otherwise:

When turning left:

Approach in the left hand lane; keep to that lane in the roundabout.

When going forward:

Approach in the left hand lane; keep to that lane in the roundabout. If conditions dictate (for example, if the left hand lane is blocked), approach in the right hand lane; keep to that lane in the roundabout. If the roundabout itself is clear of traffic, take the most convenient lane through the roundabout.

When turning right:

Approach in the right hand lane; keep to that lane in the roundabout.

When there are more than two lanes at the entrance to the roundabout, unless signs or road markings indicate otherwise, use the clearest convenient lane on approach and through the roundabout suitable for exit you intend to take.

When in a roundabout look out for and show consideration for other vehicles crossing in front of you, especially those intending to leave by the next exit. Show particular consideration for cyclists and motorcyclists.

Signs at roundabouts:

When turning left use the left indicator on approach and through the roundabout

When going forward use the left turn indicator when passing the exit before the one to be taken.

When turning right use the right turn indicator on approach, and maintain this signal until passing the exit before the one to be taken. Then change to the left turn indicator.

Watch out for cyclists and motorcyclists and give them room. Allow for long vehicles which may have to take a different course both on approach to and on the roundabout.

DRAW BAR TRAILER COUPLING AND UNCOUPLING

Uncoupling

Apply trailer brake

Lower landing legs to correct height

Remove electrical lines and air lines stow away

Go back and check trailer brake is tight. Sometimes the trailer brake goes slack after taking the air lines off. This is because the tractor brake is stronger than the trailer brake, when you stop put the tractor hand brake on, when you take the airlines off the brake comes off a little.

Lift the locking handle and pull the safety catch

Drive away slowly

Remove number plate and lanses and bulbs from the trailer if required

Coupling

Make sure the trailer is road legal

Check the MOT

Check the tyres

Check the condition of the body work

Make sure the trailer is compatible with your vehicle

Check the towing eye is the same size

The air lines match your connections

Line the tractor with the trailer stopping about 3 foot away from the trailer

Switch off climb down

Again check the towing eye there are different sizes

Lift the locking pin

Make sure the trailer is at the correct height to connect to your vehicle

There are two types of coupling systems that are used to connect semi-trailers to tractor units. Candidates taking the test Class 1 C+E vehicles will be expected to know all about the coupling and uncoupling procedures, and the various checks that are involved in the connecting and disconnecting of tractor and trailer.

Examiners will question candidates on the particular type of coupling system employed on the vehicle used for the test and you will have to disconnect and reconnect the trailer, also it will be an advantage to know something about the other type; both types are explained as follows.

Coupling and Uncoupling

Candidates taking the test in articulated vehicles will be required to answer questions put to them by the examiner in order to test their knowledge of coupling and uncoupling procedures. The examination will be conducted in the confines of the test station. It is introduced early in the test, usually before the candidate goes out on the road. It is important that the candidate answers only that which he has been asked, e.g. if you are asked ‘How would you uncouple a semi-trailer from the tractive unit?’, answer only that question. Any precautions or checks that must be made beforehand may be raised in separate questions or at a later stage.

It is important that the candidate can point out and explain the various components connected with the coupling and uncoupling of articulated vehicles. Experience has shown that a lot of potential drivers of articulated vehicles have difficulty expressing themselves to the examiners satisfaction. Therefore, it is advisable that the verbal procedures, checks and explanations are practiced several times with a friend prior to the test.

If a semi-trailer is not connected properly to the tractive unit, the result could be disastrous. Therefore, it is strongly advised that the checks and procedures are carried out, practically, several times under the keen eye of a qualified instructor.

Fifth-wheel couplings

There are many components used in the connecting and disconnecting of semi-trailers to tractor units and in the interests of public and personal safety (As well as passing the HGV test) It is essential that one is familiar with the main components, their functions, their locations and their names.

The trailer parking brake is one such component, usually located on the near side of the semi-trailer close to but forward of the trailer wheels. It is a mechanical cable brake which is applied manually and secures the trailer wheels. It is essential that it is put in the ‘on’ position whenever uncoupling takes place and just as important it must be set in the ‘off’ position immediately after coupling. It can also be used as an additional safety factor for overnight parking, or when leaving the vehicle on steep gradients.

The trailer support legs commonly known as the landing gear is the other component that is misused more than any other, and care should be taken when lowering the landing legs ensuring that they are stopped just short of the ground (approx. 1 inch). If the landing gear is forced hard down to the ground, strain and possibly damage may occur when recoupling, as the trailer is tugged forward.

Many landing gears are of the two-speed design. The high speed ratio is normally used for coupling and uncoupling purposes, but in exceptional circumstances it may be found necessary to lift or lower a detached trailer, which would necessitate using the low ratio.

The locking mechanism used to connect semi-trailers to tractor units is a combination affixed to both tractor and trailer.

The king pin is secured to a grease plate on the trailer while the fifth-wheel (sometimes known as the turntable) is fixed to the tractor. The actual locking mechanism is located inside the fifth-wheel, and to ensure proper connection it is important that drivers check the relative height between tractor and trailer before coupling commences. If the trailer is too high, not only is it possible for the king pin to damage the turntable, but also, and even more important, a false coupling could take place. The locking jaws in the fifth-wheel may have only partially gripped the king pin and although the trailer will move away with the unit, it is liable to disengage at any time without warning. As a safeguard against false coupling the fifth-wheel is equipped with a locking bar and safety catch. These components must be checked immediately after coupling to ensure that the trailer is connected properly to the tractive unit.

The final exercise to be carried out to ensure a properly connected articulated vehicle is by selecting a low forward gear and with the trailer brake still on, tug forward. IF YOU ARE IN ANY DOUBT, GET ADVICE OF A QUALIFIED PERSON.

Nylon air coils commonly known as air-lines, were introduced in 1962. Since that time, air coils have been fitted to 90% of all semi-trailers in this country. They overcame the disadvantage normally associated with the rubber hose type air-line. All air-line coils are internationally colour coded (red, blue and yellow) and capable of being extended to such a length that they remain fully operational even when the articulated vehicle is in a complete jack-knife position. The function of the air-line is to carry compressed air from the tractor unit to the semi-trailer for the purpose of braking.

When disconnecting air-lines it is sensible to start with the one nearest to you and stow them away, one at a time. When connecting air-lines, start with the one furthest away from you and work towards you. This practice will reduce the risk of accidently tripping over them, and help to keep the air-lines from tangling.

Most articulated vehicles in the UK are equipped with standard male/female adaptors, which reduce the risk of wrongly connecting. Some, however, use ‘palm-couplings’ which are all alike, and great care must be exercised to ensure that the connections are not mixed. The colour coding previously described ids the reliable key. Incorrect connection can render the trailer brakes inoperative.

Where air-traps are fitted, it is important that they are turned off before disconnecting air-lines. If this is not done, it will result in immediate air loss from the red emergency line and will render the yellow service line and blue auxiliary line ineffective when applied. It is equally important that the air taps are turned on after the air-lines have been connected. If this is not done, it will leave the brakes on the trailer totally inoperable.

Checks before coupling:

Ensure that the trailer coupling connection is at the correct angle.

Ensure that the trailer brake is on.

Ensure that the air-line connections on the trailer match the air-line connection on the unit.

Fifth=Wheel Coupling

Q. What is the correct procedure for connecting up to a fifth-wheel trailer?

A. Check that the trailer brake is on.

Climb into the cab and reverse slowly, checking relative heights of tractor and trailer and making sure that the unit is in line with the trailer.

Reverse until the coupling engages

Select a low forward gear and tug forward.

When you are satisfied that the fifth wheel is connected, climb down from the cab leaving it in a safe position.

Do a visual check on the fifth-wheel and ensure that the safety catch is on.

Climb up between the unit and trailer and connect air-lines and electrical lines (turn on taps if fitted)

Climb down

Raise landing gear and stow away the handle

Take off the trailer brake.

Fix the number plate and carry out all checks.

Q. What check would you make before you couple up a semi-trailer

A. Trailer brake on, air-line connection are the same on the trailer as they are on the unit.

Q. What check would you make after you have coupled up to a semi-trailer?

A. Lights, brakes and tyres.

Q. How would you uncouple a semi-trailer (fifth-wheel)

A. Apply the trailer brake.

Lower the landing gear and stow the handle away.

Climb up between the unit and trailer

Turn off the air taps (if fitted)

Disconnect the air-lines and electrics, stow away.

Climb down.

Remove the safety catch on the fifth wheel and disconnect the fifth-wheel.

Retrieve the number plate from the trailer, stow it in the cab.

Get into the cab and drive away slowly, making sure that the trailer causes no damage as it settles.

Q. What checks should be made before you uncouple a semi-trailer?

A. check that the ground where the trailer is to be uncoupled is firm, level and the trailer will be in a safe position.

Q. What checks would you make after you have uncoupled a semi-trailer?

A. Check that the trailer brake is on.

Q. What is the last thing to check before moving away when you have connected a trailer?

A. Check that you have the correct number plate affixed to the trailer, and the trailer parking brake is in an off position.

Q. What exercise should be taken to ensure that the king pin is securely locked when coupling?

A. Engage a low forward gear and tug forward while the trailer brakes are still on.

Q. With air brakes, why is it important that after uncoupling a semi-trailer you would go back to check the trailer brake is on?

A. The trailer brake is first put on manually but when the red emergency line is disconnected, all the brakes on the trailer come on automatically via air pressure. Air pressure being superior to manual effort, the trailer brakes would go on much harder and the cable would go slack.

Q. How would you check the stop lights on a trailer if you were on your own?

To view a video concerning tachograph HGV training hours then click on the image below.

To view a video produced by the HSE concerning the danger of vehicles at work then click on the image below. This video gives advice and guidance to help ensure vehicle movements at the workplace and activities such as loading, maintenance etc. are carried out safely.

To view a video produced by the DSA concerning the importance of looking out for motor cyclists while driving, then click on the image below

The aim of this video is to help reduce incidents involving Large Goods Vehicles (LGV's) and the most vulnerable road users - cyclists, pedestrians and motor cyclists. To view this video then click on the image below.

To view a video which gives advice on looking out for vulnerable road users then click on the image below.